Engine mounting assembly

ABSTRACT

An engine mounting system where an aft body mounted counter-rotation prop fan engine is mounted to aircraft structure. The engine is connected through a longitudinally extending beam to a mounting strut structure comprising a fore spar, a mid spar and a rear spar. Vertical loads and lateral loads are transmitted from the engine to the beam at forward and rear locations, and these vertical and lateral loads are in turn transmitted to the spars at forward and rear locations. The torque loads from the engine are transmitted at a selected location into the beam, and then transmitted through the beam to the spar or spars at a selected location or locations. The beam can initially be mounted to either the engine or to the spars of the aircraft.

This is a continuation of copending application Ser. No. 07/488,417filed on Mar. 1, 1990, Ser. No. 488,417 is a divisional application ofSer. No. 07/366,152 filed June 13, 1989 which is a divisional of Ser.No. 07/052,761 filed May 19, 1987 now all abandoned.

BACKGROUND ART

1. Field of the Invention

The present invention relates to an apparatus and method for mounting anaircraft engine to an aircraft, and more particularly to such anapparatus and method particularly adapted to meet engine mountingrequirements such as those encountered in mounting an aft body mountedcounter-rotation propfan engine.

2. Background Art

The mounting structure of an aircraft engine must be able to withstandtransverse loads (i.e. vertical and lateral loads resulting fromgravitational forces and also "G" forces), thrust loads (exerted in aforward direction during flight and in an opposite direction duringthrust reversal), gyroscopic loads (pitch and yaw) and also enginegenerated torque loads. These torque loads can result from the rotatingcomponents of the engine acting on the air mass, with the resistance ofthe air mass in turn being reacted into the engine and through theengine housing to the engine support structure, and more severe torqueloads can result from vertical loads, engine seizure, or catastrophicfailure of engine rotor due to fan blade-out.

One of the problems in designing a modern day aircraft is the matchingof the engine to the rest of the airplane. In modern day aircraft, theoverall structure of the aircraft is commonly designed by an airplanemanufacturing company, and this is generally a blend of aerodynamicconsiderations, structural considerations, as well as many otherconsiderations. On the other hand, the engines are commonly designed byan engine manufacturer, and while the engine manufacturer designs theengine to meet the major design requirements of the airplanemanufacturer, the designer of the engine in turn imposes certainrequirements upon the airplane manufacturer, such as structuralrequirements. More specifically, the engine designer is faced with theproblems of how to react the rather substantial loads generated by theengine into the engine structure and in turn transmit these loads fromthe engine structure into the main structure of the aircraft. Thus, itsometimes happens that the structural pattern envisioned by the aircraftdesigner relative to the engine mounting would not correspond to thepattern desired by the engine manufacturer. Further, it is not alwayspractical for the engine designer to keep modifying the engine design tofit the exact requirements of various aircraft manufacturers, since thesame basic engine design might be used for a variety of designs ofdifferent airplane manufacturers. Another quite serious problem is thatthe engine should be mounted and arranged so as to minimize any adverseeffect of unwanted transmission of noise and vibrations into thepassenger area.

The problem areas outlined above become more serious with turboprop orturbofan engines. While turboprop engines offer substantial advantagesin fuel savings over the turbofan engine, cabin noise propagated by thecounter rotating propellers of the turboprop engine are of seriousconcern. Another problem is that there can be substantial energy releasein case of propeller blade failure, and the shock caused by this suddenrelease in energy must be dampened, not only to provide passengercomfort, but also to protect the airframe structure. Further, there isthe problem of generating substantial torque loads in the engine,particularly in a situation where one of the counter rotating propellerblades is not operational.

Thus, there exists a need to provide an engine mounting system whichmeets the following design criteria:

a) The engine mount system must have the capability of reactingvertical, side, thrust and torque loads as well as pitch and yawmoments. Further, this must be done in a manner so that the locations atwhich these loads are imparted into the aircraft structure areoptimized.

b) The engine mount system must be designed to have dual load paths tomeet failsafe requirements;

c) The engine mount system must be designed with fuse pins to meetnacelle separation requirements;

d) It must be designed to have vibration isolators for interior cabinnoise and shock damping in case of engine unbalance due to propellerblade failure;

e) It must be designed to carry an unbalanced load (i.e. currentlydesigned for one complete blade out on each rotor or two on eitherrotor); and

f) The engine mount system must have the capability of allowing forradial and longitudinal thermal growth of the engine.

Further, the mount system should meet the requirements of ease ofmanufacture, installation, removal and maintenance.

The design of the present invention was made to satisfy these designcriteria.

A search of the patent literature has disclosed a number of patents, andthese are discussed below.

U.S. Pat. No. 4,318,516--Cole relates to a mounting system for anaircraft engine. This is a wing mounted engine where there is a mountingstrut which extends downwardly and laterally outwardly from the wing.Thus, the weight of the engine tends to apply to the spars of the wing amoment which is opposite to the moment that is applied by the normallift forces exerted on the wing. The purpose of this design is torelieve to some extent the total bending moment on the spars. FIG. 3shows a first embodiment, where there is a tube 9 which is mounted tothe front and rear wing spars 7 and 8 by means of two mounts 11 and 12.The forward mount 11 permits forward to rear slide motion of themounting tube 9, while the rear tube 12 apparently has a fixedconnection to the tube 9. Specifically, there is an arm 13 connected tothe tube 9 and also to a pin 14 and the spar 8, and this resistsrotation of the tube 9 about its lengthwise axis. The tube 9 is in turnconnected to the nacelle, but the details of this connection are notshown. A second embodiment is shown in FIG. 4, and there are three wingspars 20, 21 and 22. There is a rear mounting tube 25 connected to themiddle and rear spar 21 and 22. This tube 25 is connected to a flangedmember 26 to resist torsional loads. The forward bearing 24 permits acertain amount of axial movement between the tube 23 and the mount 24.The overall purpose of the device shown in this patent is to place themass of the engine at a location so that the weight of the engine willprovide desirable bending moments in the wing structure. However, thispatent does not contain any significant teaching of how to match thestructural load transmitting characteristics of the engine to those ofthe aircraft structure.

U.S. Pat. No. 2,718,756--McDowall shows a mounting and support structurefor an aircraft gas turbine power plant having reduction gearing. Thereare two rear motors B having output shafts extending forwardly therefromand mounted in struts 26. The struts 26 are mounted to a housing of agear reduction drive A. There are upper struts 37 positioned above thestruts 26, and these extend from the upper part of the forward enginecompressors 12 to an upper location of the gear reduction housing.

U.S. Pat. No. 2,738,647--Hill shows a gas turbine frame structure, wherethe power output and gas producing sections of the engine areinterconnected by a frame structure comprising three triangularlyarranged longitudinal frame members 76 disposed symmetrically about thelongitudinal axis of the engine.

U.S. Pat. No. 3,222,017--Bobo shows a mounting for a jet engine having arearwardly positioned fan casing. The thrust mounting 6 is in the formof a ring that surrounds the casing 4. There is a thrust ring 7extending around and rigidly fixed to the fan case 4. There are also twohollow ring-like members 17 that are rigidly secured to a supportingplate 18 fixed to the aircraft structure. The members 17 are filled witha force transmitting medium 20 which is preferably a body of resilientmaterial such as rubber. The ring structure 7 transmits its loads intothe rubber-like medium 20 which in turn transmits it through the ringmember 17 to the structure 18. Thus, this patent discloses a loadcarrying member mounted to the engine which transmits its loads througha yielding material, such as rubber.

U.S. Pat. No. 3,448,945--Ascani, Jr. discloses what is called a"convertible propulsion package", where a conventional engine can bereplaced with a VTOL engine and nacelle.

U.S. Pat. No. 3,750,983--Morris shows an engine mounting structure bywhich a jet engine is mounted to a rigid beam 24. There is a rearmounting linkage (see FIG. 4) which apparently resists both verticalloads and torque loads exerted about the longitudinal axis of theengine. There is a downwardly and forwardly extending linkage structure34 which resists the tension loads exerted by the engine. Finally, thereis a forward support linkage which supports the shroud positioned aroundthe fan.

U.S. Pat. No. 3,848,832--Stanley et al shows an aircraft engine mountinginstallation where there is a pair of rigid support beams extendingforwardly from the front spar. There is an inverted U-shaped transominterconnecting the forward end portions of the beam, and the engine forthe aircraft is suspended from the transom structure.

U.S. Pat. No. 3,907,220--Amelio discloses a mounting structure for a jetengine where there are lateral inboard and outboard rear engine mounts.There is a third redundant rear mount provided beneath the engine whichdoes not contribute any significant support for the engine, but which,in the event of failure of either of the two lateral rear mounts,cooperates with the other rear mount to provide a provisional rearsupport of the engine.

U.S. Pat. No. 4,013,246--Nightingale illustrates an engine mountingsystem where there is a forward mount connected to the fan case, and arear mount connected to the core engine. A pair of struts 58 and 60 areprovided to resist the tension loads exerted by the force of the engine.

U.S. Pat. No. 4,044,973--Moorehead shows a mounting structure for anengine that is mounted from a laterally extending support beam. There isa forward mounting member fixedly connected to a forward laterallyextending support beam, and this structure extends upwardly and thendownwardly in the form of a yoke to connect to the fan case by means ofshock absorbing mounts. There is a rear support structure extending froma rear laterally extending beam, and this is connected by a shock mountto the fore engine.

U.S. Pat. No. 4,055,041--Adamson shows a gas turbine engine where theouter nacelle is entirely supported from the engine by means of a webbedstructure comprising radially extending struts.

U.S. Pat. No. 4,316,296--Hall et al is directed primarily to a devicefor connecting the surrounding inlet structure of the engine to thecasing. Two toroidally shaped members are positioned between respectiveannular flanges to allow relative angulation, while allowing loads to betransferred between the two members. Also, a mounting system for theengine is shown where there are fore and aft mounting members, alongwith downwardly and forwardly extending mounting struts to receivetension loads resulting from thrust of the engine.

U.S. Pat. No. 4,458,863--Smith shows a turbofan engine having a supportsystem somewhat similar to the Hall et al patent mentioned immediatelyabove. The inlet is coupled to the engine fan case by means of aplurality of fluid filled pistons and cylinder assemblies that transmitonly axially oriented loads from the inlet to the fan case.

U.S. Pat. No. 4,474,346--Murphy et al shows a cowl structure for a gasturbine engine where there is a protective belt surrounding the fansection.

U.S. Pat. No. 4,555,078--Grognard shows an engine mounting system wherethere is a flexmount member 2 connecting to the engine by front and rearattachment devices 11 and 12. An upper pylon 8 is connected to theflexmount structure 2, and the engine mounts are housed in the upperpylon 8. The apparatus is arranged so that the engine can operate in a"cowl load sharing mode" where the suspension apparatus is in a lockedposition. Further, the engine with its cowling can be rigidly securedfor repair and servicing when the suspension apparatus is used in itsnon-free position.

SUMMARY OF THE INVENTION

The present invention enables the load transmitting characteristics ofthe engine to be properly matched to the load receiving and transmittingcharacteristics of the structure to which the engine is mounted. Moreparticularly the present invention permits the torque transmittingcharacteristics of the engine housing to be properly matched with thetorque load receiving characteristics of the mounting structure.

The engine mounting assembly of the present invention has a longitudinalaxis, a horizontal axis, a vertical axis, a forward end and a rear end.The assembly comprises an engine housing having a longitudinallyextending engine axis and adapted to carry transverse loads and thrustloads. The housing also is adapted to carry engine developed torqueloads and to transmit such torque loads at a predetermined torquetransmitting housing location along the engine axis.

There is an engine mounting means operatively connected to the enginehousing to carry the transverse loads, thrust loads and torque loads.The engine mounting means comprises first a base support structureadapted to carry the transverse loads and thrust loads and having apredetermined torque load receiving location at which the base supportstructure is particularly configured at a range to carry the torqueloads.

The engine mounting means also comprises a longitudinally extendingtorque beam having a lengthwise axis and being mounted to said basesupport structure. The beam has a first beam to housing loadtransmitting connection means at a first beam to housing connectinglocation which is adjacent to the torque transmitting location andthrough which at least a major portion of the beam receives torque loadsfrom the engine housing. There is also a second beam to housing loadtransmitting connection means at a second beam to housing connectinglocation which is spaced from the first beam to housing connectinglocation along the lengthwise axis of the beam. The second beam tohousing connection means transmits to said beam no more than a minorportion of the torque loads from the engine housing.

There is a third beam to base structure load transmitting connectionmeans at a third beam to base structure connecting location which isadjacent to the torque load receiving location of the base structure andthrough which the beam transmits at least a major portion of torqueloads received by the beam to the base structure. There is also a fourthbeam to base structure load transmitting connection means at the fourthbeam to base structure connecting location which is spaced from thethird beam to base structure connecting location along the beam axis.The second beam to base structure connecting means transmits to the basestructure no more than a minor portion of the torque loads from thebeam.

In the preferred form the base structure is a horizontally and laterallyextending base structure having an inner portion connected to mainaircraft structure and an outer end to which the beam is connected. Thetwo beam to housing connection means are in the preferred embodimentsforward and rear locations, and the two beam to base structureconnection means are also at forward and rear locations.

In one form, the beam to housing connection means are arranged so thatthe beam and the engine housing are particularly adapted to bepreassembled so as to be connected to, and removed from, the basestructure as a unit. Also in this form, the beam to base structure loadtransmitting connection means are arranged with shock mounting meanswhich are operatively connected to the third and fourth connection meansso as to absorb shock loads from the beam to base member.

In another form, the third and fourth beam to base structure loadtransmitting connections are arranged so that the beam is preconnectedto the base support structure, and the engine housing as a separate unitis arranged to be connected to and removed from the beam and said basestructure. In this form, the beam to housing connection means arearranged with shock mounting means which are operatively connected tothe beam to housing connection means so as to absorb shock loads fromthe engine housing to the beam.

One preferred form of the beam is that it comprises two side sectionsand a middle section, with the two side sections and the middle sectionbeing rigidly interconnected with one another. The side and middlesections of the beam are configured in a manner that the middle sectionforms with either of the side sections a configuration which intransverse section is a closed structure, whereby in the event offailure of one of said side sections, the middle section of the beam isable to function as a torque transmitting means with the other of saidside sections of the beam. In the preferred form, the middle section ofthe beam comprises a plate member positioned between the first andsecond sections. The preferred specific construction of the sidesections of the beam is that each side section in cross-section has aside plate portion and two inwardly extending leg portions which areadjacent to the middle section. The inner portions of the legs haveupper and lower flanges by which the side sections are connected to themiddle section.

Also, in the preferred form, the beam has a horizontal transverse beamaxis and a vertical beam axis. The beam is positioned between the enginehousing and the base structure in a direction along said horizontaltransverse beam axis. The beam is arranged so as to be more resistant tobending vertically, and less resistant to bending horizontally, wherebythe beam is able to absorb transverse horizontal shock loads impartedthereto.

In some of the preferred embodiments, the torque transmitting housinglocation is at a rear portion of the engine housing, and the first beamto housing connection means is at a rear portion of the beam. The thirdbeam to base structure load transmitting connection means is at aforward portion of the beam and connects to a forward portion of thebase structure.

In a preferred form, the base support structure comprises a front sparand a rear spar. The assembly is characterized in that both transverseloads and torque loads are transmitted into the front spar from thethird connection means, and primarily transverse loads are transmittedinto said rear spar from the fourth connection means.

In a further preferred form, the base support structure furthercomprises a mid spar, and the assembly further has a fifth beam to basestructure connection means which is a fail safe connection, in thatduring normal operation, the fifth connection means does not transmitany significant loads to the mid spar. However, upon failure of one ofthe third and fourth connection means, the fifth connection meansbecomes operative to transmit loads into the mid spar.

More specifically, in a preferred form, the first connection meanstransmits vertical, horizontal and torque loads into the beam. Thesecond connection means transmits vertical and horizontal loads into thebeam. The third connection means transmits vertical, horizontal andtorque loads from the beam into the front spar, and the fourthconnection means transmits vertical and horizontal loads into the rearspar.

In one of the several embodiments, the torque transmitting housinglocation is at a forward portion of the engine housing, and the firstbeam to housing connection means is at a forward portion of the beam.

Further, in the preferred embodiments, various configurations ofconnection means are shown.

One such connection means comprises a first connecting structuredefining first and second spaced shock isolating recesses, with firstand second shock isolation means positioned in the recesses. There is asecond connecting structure. First and second bolt means are provided,each having a first portion extending through the first and secondrecesses and having an operative shock isolating connection with thefirst connecting structure through the first and second shock isolationmeans. The first and second bolt means each has a second portionconnecting to the second connecting structure. Thus, shock loadsimparted to one of the connecting structures are transmitted through thefirst and second shock isolation means to the other of the connectingstructures, thereby isolating transmission of shock loads.

In the preferred form of this particular connection means, at least oneof the first and second shock isolation means comprises first and secondshock isolation portions positioned in their related shock isolatingrecess with the first and second shock isolation portions reactinglaterally directed loads. Further, there is a third shock isolationportion positioned to react vertical loads. More specifically, there isa shock isolation insert positioned in at least one of the first andsecond recesses. This insert defines first and second laterally spacedinsert recesses receiving the first and second portions of therespective shock isolation means. The related bolt means extends throughthe first and second portions and through the shock isolation insert, ina manner that shock loads imparted on the first connecting structure areimparted through the first and second portions of the related shockisolation means and through the shock isolation insert to the secondconnecting structure. The specific configuration of the shock isolationinsert is that there is a peripheral wall structure having a middleplate defining the first and second insert recesses for the shockisolation portions, with the middle plate having a through opening toreceive related bolt means.

Yet another connection means comprises a beam enclosing mountingstructure, with the mounting structure defining top, bottom, and sideshock isolating mounting locations. The connection means furthercomprises top, bottom and side shock isolating means positioned at eachof said shock isolating locations. The mounting structure comprises afirst stationary portion mounted to stationary structure, and a secondmovable portion movable between a closed load bearing position and anopen position. Thus, by moving the movable portion, access can beobtained to each of said shock isolation means for replacement. In thisspecific connection means, the mounting structure has recesses at theshock isolating mounting locations to receive respective shock isolationmeans, with the shock isolation means being positioned in respectiverecesses. In the specific form of this connection means, the firstportion of the mounting structure comprises a laterally extending memberand a vertically extending member rigidly interconnected thereto. Thesecond portion of the mounting structure comprises a second laterallyextending member and a second vertically extending member which aremovable relative to the first laterally extending and verticallyextending members so as to be able to be moved to an open position outof engagement with the beam.

Yet another connection means of the present invention comprises a firstconnecting structure means and a second connecting structure means, withupper and lower laterally extending links interconnecting said first andsecond connecting structure means. There is a third vertically orientedlink interconnecting the first and second connecting structure means,with at least one of the links having a connecting location at which thefirst and second connecting structure means has in addition a fail safeconnection to react transverse loads. Thus, if there is a failure of oneof said links, the failsafe connection can become operative to reacttransverse loads. Specifically, the failsafe connection comprises firstear mounting means positioned on the first mounting structure means, andsecond ear mounting means on the second mounting structure means, withsaid first and second ear mounting means being in fail safe operatingengagement with one another.

Yet another configuration of one of the connection means comprises afirst mounting structure means and a second mounting structure means,with a third intermediate mounting structure means pivotally connectedto the first mounting structure means about a first axis, and connectingthrough shock isolation means at a second pivot location to the secondmounting structure means. More specifically, the third mountingstructure means has upper and lower bolt means mounted in shockisolation members to the second mounting structure means. Then portionsof the bolt members are pivotally connected to the second mountingstructure means.

Another connection means provided in the present invention comprisesfirst and second mounting structure means. The first mounting structuremeans has an intermediate connection to the second mounting structuremeans through a shock isolation means to resist vertical and lateralloads through the shock isolation means. There are upper and lowerlaterally extending links having fail safe connections between the firstand second mounting structure means. Thus, under circumstances whereeither of the upper and lower links comes into load bearing operation,the first intermediate connection and the link that comes into loadbearing operation resist torque loads exerted between the first andsecond mounting structure means. The specific configuration of the shockisolation means is that it comprises a shock isolation member having acentral opening to receive a connector that extends through the openingin the shock isolation means and is connected to the first mountingstructure means. The shock isolation member is positioned within arecess in the second mounting structure means.

Other features of the invention will become apparent from the followingdetailed description. PG,20

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top plan view of a first embodiment of the engine mountingassembly of the present invention;

FIG. 2 is a sectional view taken along line 2--2 of FIG. 1, illustratinga beam to base structure connection where transverse loads, thrustloads, and torque loads are transmitted from the beam into the frontspar;

FIG. 2A is a top plan view of the connection shown in FIG. 2;

FIG. 2B is a sectional view of a shock isolator container used in theconnection of FIG. 2, with the sectional view taken through a centeraxis;

FIG. 2C is an end view of the shock isolator housing shown in FIG. 2C;

FIG. 3 is a sectional view taken along line 3--3 of FIG. 1, showing abeam to engine housing connection to transmit vertical and lateralloads, but not horizontal loads, and also incorporating a failsafeconnection;

FIG. 4 is a sectional view taken along line 4--4 of FIG. 1 showing abeam to mid-spar failsafe connection which does not transmit any loadsduring normal operation of the engine mounting assembly;

FIG. 5 is a sectional view taken along line 5--5 of FIG. 1, showing abeam to rear spar connection arranged to resist vertical and lateralloads, but not torque loads nor thrust loads;

FIG. 6 is a view taken along line 6--6 of FIG. 1, showing a rear beam toengine housing connection to resist vertical, lateral and torque loads,but not thrust loads;

FIG. 7 is a top plan view, similar to FIG. 1, showing a secondembodiment of the present invention;

FIG. 8 is a sectional view taken along line 8--8 to illustrate theconfiguration of the mounting strut;

FIG. 9 is a sectional view taken along line 9--9 of FIG. 7, showing abeam to mid-spar connection which is a substantially rigid connection;

FIG. 10 is a sectional view taken among line 10--10 of FIG. 7, showing abeam to front spar connection, this being a rigid connection;

FIG. 11 is a sectional view taken along line 11--11 of FIG. 7, showing abeam to rear spar connection which transmits vertical and lateral loads,but no torque loads;

FIG. 12 is a view taken along line 12--12 of FIG. 7, showing a portionof a beam to engine housing thrust link connection to resist bothforward and reverse thrust loads exerted by the engine;

FIG. 13 is a view taken along line 13--13 of FIG. 7, showing ashock-absorbing rear beam to engine housing connection to resistvertical, lateral and torque loads imparted by the engine housing to thebeam;

FIG. 14 is a sectional view taken along line 14--14, looking in aforward direction, of a forward beam to engine housing mount to resistvertical and lateral loads, but not torque loads, this connection beinga shock-absorbing connection, and also incorporating failsafeconnections;

FIG. 15 is a top plan view, similar to FIGS. 1 and 7, showing a thirdembodiment of the present invention.

FIG. 16 is a sectional view taken along line 16--16 of FIG. 15, showinga front shock-absorbing beam to front spar connection, which issubstantially the same as that shown in FIG. 2;

FIG. 17 is a sectional view taken along line 17--17 of FIG. 15, showinga front beam to engine housing connection to resist vertical, side andtorque loads transmitted from the engine housing to the beam;

FIG. 18 is a beam to mid-spar failsafe connection which is substantiallythe same as that shown in FIG. 4;

FIG. 19 is a sectional view taken along line 19--19 of FIG. 15, showinga beam to rear spar connection, where vertical and lateral loads areresisted, but not torque loads nor thrust loads;

FIG. 20 shows a beam to engine housing connection somewhat similar tothat shown in FIG. 3, to resist vertical and lateral loads, but nottorque loads, and having a failsafe connection;

FIG. 21 is a view taken along line 21--21 of FIG. 15, showing a beam toengine housing thrust link connection, this being substantially the sameas that shown in FIG. 12;

FIG. 22 is a top plan view, similar to FIGS. 1, 7 and 15, showing afourth embodiment of the present invention;

FIG. 23 is a sectional view taken along line 23--23 showing a beam tofront spar shock absorbing connection, and also a beam to engine housingconnection, where the beam to front spar connection resists loads insubstantially all directions, including torque loads, while the beam toengine housing connection resists only lateral and vertical loads, therealso being a failsafe connection between the engine housing and thebeam;

FIG. 24 is view taken along line 24--24 of FIG. 22, showing a beam tomid-spar failsafe connection which during normal operation does nottransmit any loads into the mid-spar;

FIG. 25 is a view taken along line 25--25 of FIG. 22, showing ashock-absorbing beam to rear spar connection to transmit vertical andlateral loads, but no torque loads;

FIG. 26 is a sectional view taken along line 26--26, showing a rear beamto engine housing connection where vertical and horizontal loads aretransmitted, but not torque loads, this also being a failsafeconnection; and

FIG. 27 is a view taken at line 27--27 of FIG. 22, showing a portion ofthe thrust link connection between the beam and the engine housing.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The engine mounting assembly 10 of the first embodiment of the presentinvention is shown in FIGS. 1 through 6. This assembly 10 is shownmounted to the rear side structure of a fuselage 12 of the airplane.There is a propfan or turboprop engine 14 of a pusher configuration,having a pair of counter rotating blades, the front blade being shown at16. The engine 14 is connected to the fuselage structure 12 by means ofa mounting apparatus or means generally designated 18, this in turncomprising a mounting strut or base structure 20 and a longitudinal beam22. The manner in which the beam 22 functions is considered to becritical in the present invention, and this will be described in moredetail later herein.

As discussed previously herein under "Background Art", the loadsresulting from, and generated by, the engine 20 are imparted into theengine housing (indicated in broken lines in FIG. 1 at 24). It isbelieved that a clearer understanding of the present invention will beobtained by first describing generally the manner in which the loads aretransmitted from the engine housing 24, through the beam 22 and into thebase structure 20 in the first embodiment, and then disclosing thevarious mounting connections in more detail.

With further reference to FIG. 1, there are three main load carryingconnections between the beam 22 and the engine housing 24. First, thereis a forward beam to engine housing connection 26 (illustrated in FIG.3) which is arranged to transmit vertical and lateral loads (whichcollectively can be referred to as "transverse loads") from the enginehousing 24 to the beam 22, but not to resist torque loads or thrustloads. Further, this connection 26 has a failsafe connection. There is arear beam to engine housing connection 28 (shown in FIG. 6), and thisconnection 28 is designed to resist vertical, lateral and torque loadsbetween the engine housing 24 and the beam 22, but not to transmitthrust loads. Then there is a thrust connection 30 which transmitsthrust loads from the engine housing 24 to the beam 22 (these thrustloads being exerted in a forward direction during normal operation, andin a rearward direction during thrust reversal).

There are also three force transmitting connections between the beam 22and the strut or base structure 20. This base structure 20 is, as shownherein, made up of three laterally extending spars, namely a forwardspar 32, a mid-spar 34 and a rear spar 36. These spars 32, 34 and 36 areinterconnected by suitable forward to rear bracing members, and one suchbracing member (not shown herein for ease of illustration) could beprovided at the outer ends of the spars 32, 34 and 36. The entire basestructure 20 is contained in a suitable aerodynamically contoured faringstructure (indicated somewhat schematically in broken lines at 38).

There is a front beam to base structure connection 40, by which the beam22 is connected to the lateral outer end of the forward spar 32 (shownin FIG. 2). This front connection 40 is a shock absorbing connectionwhich transmits vertical loads, lateral loads, torque loads and alsothrust loads from the beam 22 into the front spar 32. There is a middlefailsafe beam to base structure connection 42, by which the beam 22 canbecome connected to the mid spar 34 in load bearing engagement (thisoccurring when one of the other beam to base structure connectionfails). This connection 42 is shown in FIG. 4. There is a third beam tobase structure connection 44 (shown in FIG. 5) by which the beam 22 isconnected to the rear spar 36. This connection 44 transmits vertical andlateral loads from the beam 22 to the rear spar 36, but no torque loadsnor thrust loads.

With the foregoing in mind, let us now examine briefly the operation ofthis first embodiment. The thrust developed by the engine 14 istransmitted from the engine housing 24 through the thrust connection 30into the rear end of the beam 22. The beam 22 in turn transmits thisthrust load through the front shock absorbing beam to base structureconnection 26 (shown in FIG. 2). With regard to the vertical and lateralloads from the engine 14 (these loads resulting primarily from theweight of the engine and "G" forces) are resisted by the forward beam toengine housing connection 26 and the rear beam to housing connection 28.The beam then transmits these vertical and horizontal loads through theforward beam to base structure connection 40 (see FIG. 2) and throughthe rear beam to base member connection 44 (see FIG. 5).

With regard to the torque loads, it should first be pointed out thatthese torque loads can be rather severe in the event that one or more ofthe propeller blades becomes inoperative. These torque loads aretransmitted through the rear beam to engine housing connection 28 intothe extreme rear end of the beam 22. These loads are then reactedthrough the lengthwise axis 46 of the beam 22 into the forward beam tobase structure connection 26, which in turn transmits these torque loadsinto the front spar 32. If there is a failure in the forward beam tobase structure connection 40, then the middle beam to base structureconnection 42 becomes operative to resist the torque loads. In addition,as will be discussed later herein, this middle beam to base structureconnection 42 (see FIG. 4) is able to function to resist horizontal andvertical loads, as well as thrust loads.

From the above description it can be appreciated that the vertical andlateral loads from the engine 14 are transmitted from the engine housing24 at forward and rear locations into the beam 22, which in turntransmits these vertical and lateral loads at forward and rear locationsinto the front spar 32 and the rear spar 36. However, the torque loadsare reacted from the engine housing 24 at a rear location (i.e. the rearbeam to engine housing connection 28) through the length of the beam 22to the forward beam to base structure connection 40 into the front spar32. In the event of failure of the forward connection 40, the torqueloads then are transmitted to the mid-spar 34 through the middlefailsafe connection 42. The rear spar 36 which in this configurationwould be made somewhat smaller in its vertical dimension due to theaerodynamic requirement, would not be subjected to the torque loads.

In this first embodiment, the assembly 10 is arranged in a manner thatthe beam 22 is preconnected to the engine housing 24. Then the engine14, with the beam 22 fully connected thereto, can be mounted as a unitto the strut or base structure 20.

There will now be a more detailed description of the various componentsof this first embodiment.

With reference to FIG. 2, it can be seen that the beam 22 is made ofthree components, namely inside and outside elongate hat-shaped sections48 and 50, respectively, and a central vertically aligned plate 52. Eachhat section has upper and lower flanges 54 and 56, and the upper andlower edge portions of the plate 52 fit between these flanges 54 and 56.Bolt connections (indicated at 58) are made through the upper flanges 54and lower flanges 56 to rigidly interconnect the hat-shaped sections 48and 50 and the plate 52 together. With this beam being made up of threeseparate components, if there is a structural failure in one of the beamcomponents 48, 50 or 52, the other beam components 48, 50 or 52 cancarry the loads imparted thereon since any two of the beam components48, 50 or 52 forms, in cross sectional configuration, a closed beamconstruction since any two of the beam components 48, 50 or 52 forms, incross section, a closed beam construction. Alternatively, it may bepossible to form the beam 22 as a one-piece hollow section, providedsafelife design criteria can be used.

The beam 22 is arranged structurally in a generally box-likeconfiguration, with its vertical dimension somewhat greater than itslateral dimension. This mount beam 22 is arranged so that it can act asan elastic shock absorber by absorbing the torsion loads along itslength. Further, it is a simple yet effective means of absorbing theimpact of a moving mass, which might occur from the sudden failure of apropeller blade at the root, internal explosion of the engine, etc.Since the lateral (i.e. width) dimension of the beam is somewhat lessthan its vertical dimension, the beam 22 can act as a spring beam, or acantilever beam, about its less rigid axis so as to absorb impactenergy.

To further describe the forward beam to base structure connection 40,there is a generally vertically aligned mounting block 60 to which areconnected upper and lower cone bolts 62, with these cone bolts 62providing a connection to upper and lower mounting flanges 64 and 66that are formed integrally with the front spar 32. Each cone bolt 62comprises a cylindrical shank portion 68 which extends through the block60 and has an outer threaded end to receive a retaining nut 70. Theinner end of each shank 68 is connected to a cone-shaped portion 72having an outwardly facing annular bearing surface 73. This cone-shapedportion 72 fits into a matching frusto-conical opening 74 formed in therelated spar mounting flange 64 or 66. Then the cone bolt 62 has aninnermost cylindrical threaded end to receive an inner retaining nut 76.

Each cone bolt 62 is connected to the block 60 in a shock absorbingconnection. More specifically, the upper and lower portions of the block60 are each formed with upper and lower recesses 77, with each of theserecesses 77 receiving a shock mounting insert 78. The upper recess 77opens in an upward direction and the lower recess 77 opens in a downwarddirection so that the inserts 78 can be placed in the recesses 77. Asshown in FIGS. 2b and 2c, each insert 78 comprises a rectangularsidewall structure 79 having cylindrically shaped open end portions.There is a plate or web member 80 which extends entirely across thecylindrical sidewall structure 79 at an axially middle location so as todefine with the sidewall structure 79 inside and outside cylindricalopenings 80a and 80b, respectively. In addition, the web 80 is providedwith a middle through opening 80c to receive the cone bolt shank 68.

To provide the shock mounting, there are inside and outside cylindricalshock isolating or absorbing members 81a and 81b, respectively, fittingin respective openings 80a and 80b. Each of these shock isolators ormounts 81a and 81b is formed with a center through opening to receivethe cone bolt shank 68. Further, each shock isolator 81a and 81b haswithin its opening a related spacing sleeve 81c which is made of a rigidmaterial and which surrounds a respective portion of the cone bolt shank68. A washer 81d is positioned between the nut 70 and the outside sleeve81b, and a second washer 81e is positioned between the cone bolt face 73and the inside spacing sleeve 81c. There is for each upper and lowershock mount assembly a third shock isolator 81f, with the upper shockisolator 81f being positioned immediately below the upper insert 78, andthe lower shock isolator 81f being positioned immediately above thelower insert 78.

These shock isolators 81a, 81b and 81f can be made as blocks of rubberor other elastomeric material, and other types of shock absorbers couldbe used, such as fluid, metallic or non-metallic materials.

To rigidly connect the mounting block 60 to the beam 22, there isfixedly connected to the outer hat section 50 of the beam 22 avertically oriented outwardly extending mounting plate 82. This plate 82has inner flange sections 84 which are fixedly attached to the beam 22,this being accomplished by the aforementioned bolt connections 58. Theplate 82 is in turn connected to the block 60 by fasteners at 85. Torquefrom the beam 22 is transmitted through the bolts 85 and through thecone bolts 62 to the front spar 32.

To review briefly the functioning of the front beam to base structureconnection 40 shown in FIG. 2, it can be seen that the beam 22 has arigid connection to the mounting block 60 through the mounting plate 82.The block 60 in turn has a shock absorbing connection to the mountingflanges 64 and 66 of the front spar 32, this being accomplished by thecone bolts 62 and the shock absorbing members 81a, 81b, and 81g and thecone bolts 62. More specifically, each outer nut 70 bears against theouter spacing sleeve 81c, and the annular surface 73 of each cone boltfrusto-conical section 72 bears against the inner spacing sleeve 81c.Each spacing sleeve 81c in turn bears against the middle web portion 80of its insert 78 in a manner that any lateral shocks would be absorbedthrough the insert 78 and against one or the other of the shockisolators 81a and 81b. Vertical loads are reacted by the shock isolators81g.

It is readily apparent from observing FIGS. 2, 2A, 2B and 2C that theshock isolators 81a, 81b and 81f can easily be removed and replaced. Ingeneral, it is quite difficult to calculate exactly the springcharacteristics required for the shock isolators. Accordingly, quiteoften in ground test and also in flight test, the characteristics of theshock isolators are ascertained experimentally, and there will besubstitutions of the shock isolators to attain the proper balance ofcharacteristics. In this first embodiment, as well as the otherembodiments, the various shock isolators (as shown at 81a, 81b and 81fin FIG. 2 of the first embodiment) can easily be removed and replaced.

In the pre-assembly of the present invention, the beam 22 is attached tothe mounting block 60, and the mounting block 60 in turn has the conebolts 62 already mounted therein. To install the engine 14 and beam 22to the strut or base structure 28, the frusto-conical portion 72 of thecone bolts 62 (which are already connected to the beam 22) are insertedinto the openings 74 in the upper and lower spar flanges 64 and 66, andthen the retaining nuts 76 are threaded onto the inner ends of the conebolts 62 to complete the connection. It can be seen that this shockabsorbing front beam to base structure connection 40 is such thatvertical, horizontal, torque and thrust loads can all be transmittedfrom the beam 22 into the block 60 and thence into the front spar 32.

Reference is now made to FIG. 3 which shows the front beam to enginehousing connection 26. There is a vertically aligned, outwardlyextending mounting plate 88 having upper and lower mounting flanges 90to rigidly connect to the beam 22. Connected to the plate 88 byspherical bearings 92 are upper and lower links 94 which extendoutwardly and divergently, with the upper link 94 extending outwardly inan upward slant, and the lower link 94 extending outwardly in a downwardslant. The outer ends of these links 94 connect to spherical bearings at96. The engine housing (represented rather schematically by a sphere at24) has fixedly attached thereto upper and lower ears 98 to provide thespherical bearing connections 96. The engine housing 24 also has at itsmid-height an inwardly extending ear 100 which overlaps with a centralouter portion of the plate 88. The plate 88 has an oversized opening 102to receive a failsafe bolt (indicated at the intersection of two linesat 104). Although the middle ear 100 is shown only as a single member,it is to be understood that this ear 100 could be made as two ears whichfit on opposite sides of the plate 88. Alternatively, the ear 100 couldfit in a slot defined by two sides of the plate 88.

In normal operation, there is no load bearing connection between themiddle ear 102 and the plate 88, and loads are taken only through theupper and lower links 94. If one of the links 94 should fail, then thehole and bolt failsafe connection 102 and 104 would come into operationso as to form an operative connection between the engine housing 24 andthe beam 22. It can be seen that in normal operation, the connectionprovided by the two links 94 resist only lateral and vertical loads, butnot torque loads.

Reference is now made to FIG. 4 to describe the middle failsafe beam tobase structure connection 42. There is a support fitting 106 fixedlyconnected to the beam 22. This fitting 106 actually has two spacedplates which in a top plan view provide the fitting 106 with a U-shapedconfiguration defining a slot to receive an end fitting 108 that isfixedly connected to (or made integral with) the mid-spar 34. The platesthat make up the support fitting 106 are provided with upper and loweroversized openings 110 to receive upper and lower bolts, indicatedschematically at 112. In normal operation, because of the oversizing ofthe holes 110, no loads are transmitted from the support fitting 106into the mid-spar end fitting 108. However, in the event of failure ofone of the cone bolts 62 of the front beam to base structure housingthere will be a small amount of movement of the beam 22 which wouldbring the bolts 112 into bearing engagement so that loads would betransmitted from the beam 22 into the mid-spar 34. This mid-sparconnection 42 is intended primarily to impart the torque loads into themid-spar 34. However, it can readily be seen that this mid-sparconnection 42 would also resist horizontal, vertical and thrust loads.

When the beam 22 and the engine 14 are to be connected to the strut orbase structure 20, the support fitting 106 is positioned so that itreceives the end fitting 108 of the mid-spar 34, and the bolts 112 arethen inserted into the oversized openings 110.

FIG. 5 illustrates the rear beam to base structure connection 44. Theouter end of the rear spar 36 has a right-angle fitting made up of anupwardly extending arm or plate 114 and a laterally extending plate orarm 116. There is a right-angle shaped retaining member 118 having avertical arm 120 that is pivotally connected at 122 by its lower end tothe outer end of the arm 116. This member 118 has an upper inwardlyextending arm 124, the inner end of which is connected by a bolt orbolts 126 to the upper end of the plate or arm 114. This bolt 126 can bea barrel bolt, where the inner threaded end of the bolt 126 threads intoa nut member 128 positioned in a recess in the arm 124.

When the engine 14 with the beam 22 mounted thereto is to be attached tothe strut or base structure 20, the bolt 126 is disengaged, and theretaining member 118 is moved to an open position so as to receive thebeam 22. When the engine and the beam 22 are in place, then theretaining member 118 can be swung into its retaining position, as shownin FIG. 5, and the bolt or bolts 126 used to connect the member 118 withthe arm 114.

It will be noted that each of the arms or plates 114 and 116 are formedwith recesses to receive shock absorbing members 130. Further, the arms120 and 124 have recesses to receive further shock absorbing members132. These shock absorbing members 130 and 132 are positioned so thatthe beam 22 is centered within the arms 114, 116, 120, and 124, withoutactually having contact with any of these members 114, 116, 120 and 124.These shock absorbing members 130 and 132 have sufficient elasticity sothat they will not absorb to any significant extent any torsional loadstransmitted through the beam 22. However, the vertical and lateral loadsare resisted.

FIG. 6 illustrates the rear beam to engine housing connection 28. Thereis a mounting plate 134 fixedly connected to the beam 22, and there areprovided upper and lower links 136 extending between the mounting plate134 and the engine housing 24. More specifically, each link 136 has aninner spherical connection 138 by which it connects to the plate 134 andan outer spherical connection 140 by which it connects to a respectiveone of two upper and lower ears 142 fixedly connected to the enginehousing 24. The spherical connections 138 and 140 permit universal pivotmovement of the links 136 relative to the plate 134 and the enginehousing 24.

There is a third vertical link 144 having a lower connection at 146 to alaterally and inwardly extending ear 148 fixedly connected to the enginehousing 24. The upper end of this vertical link 144 connects at 150 tothe mounting plate 134. In addition, the middle outer portion of theplate 134 can be provided with outwardly extending ears 152 havingoversized openings 154 to receive a failsafe bolt or the like that wouldbe connected to the ear 148. Thus, in the event of failure of any of thelinks 136 or 144, the failsafe connection between the ears 148 and 152would become operative.

It can be seen from examining the rear beam to engine housing connection28 that this connection 28 resists vertical, lateral and torque loads.However, this connection 28 does not resist any thrust loads.

Finally, there is shown in FIG. 1 the thrust link 30 which transmitsboth forward and reverse thrust loads from the engine housing 24 intothe rear end of the beam 22. This thrust link is substantially similarto a thrust link 30a disclosed in FIG. 12, relating to the secondembodiment, so no detailed description of this thrust link will be givenrelative to the first embodiment.

In this first embodiment, the engine 14 is installed by first connectingthe beam 22 to the engine housing 24, as described previously herein.After this, the engine 14 with the beam 22 already attached thereto isconnected to the strut or base structure 20.

A second embodiment of the present invention is illustrated in FIGS. 7through 14. Components of this second embodiment which are similar tocomponents of the first embodiment will be given like numericaldesignations with an "a" suffix distinguishing those of the secondembodiment.

The assembly 10a is, as in the first embodiment, mounted to a fuselage12a, and there is a turboprop or propfan engine 14a having counterrotating blades 16a with the mounting means 18a comprising a strut orbase ptructure 20a and a beam 22a. There is an engine housing 24a bywhich loads are transmitted from the engine 14a through the beam 22a tothe base structure 20a. Further, the base structure 20a comprises front,middle and rear spars 32a, 34a and 36a, respectively.

This second embodiment shown in FIGS. 7 through 14 differs from thefirst embodiment (shown in FIGS. 1 through 6) in that the beam 22a isarranged to be a permanent part of the strut or base structure 20a.Further, the shock absorbing mounts are located between the beam 22a andthe engine housing 24a. The beam 22a of the second embodiment differs instructure from the beam 22 of the first embodiment. This secondembodiment is similar to the first embodiment in that the torque loadsfrom the engine 14a are transmitted at the rear of the engine housing24a into the rear portion of the beam 22a. Further, the first and secondembodiments are similar in that the thrust link 30a of the secondembodiment is substantially the same as the thrust connection 30 of thefirst embodiment. The second embodiment differs from the firstembodiment in that instead of transferring the torque loads from thebeam 22a only to the front spar 32a, these thrust loads are transmittedto both the front spar 32a and the mid spar 34a.

There will now be a more detailed description of this second embodiment.

FIG. 9 illustrates a beam to mid-spar connection. It can be seen thatthe beam 22a has a cross-sectional configuration of four right-anglecorner sections 162 which extend the length of the beam and areinterconnected by top and bottom plates 164 and two side plates 166. Asshown herein, there are bolt connections 168, but other means ofconnecting these components 162-166 could be used.

It can be seen that this mid-beam to base structure mount 160 is fixedlyconnected to the mid-spar 34a. As shown herein, there are upper andlower spar plates 170 which fit above and below the beam 22a and areconnected thereto through the bolt connections 168. The inside face ofthe beam 22a also is connected to the mid-spar 34a through the boltconnections 168. Thus, the beam 22a is able to react vertical, lateral,torque and thrust loads into the mid-spar 34a.

FIG. 10 shows the front beam to base connection 172, where the beam 22ais fixedly connected to the front spar 32a. This connection 172 issubstantially the same as the mid-spar connection 160, so there will beno detailed description of this connection 172. It is readily apparentthat vertical, side, torque and thrust loads can be reacted from thebeam 22a to the front spar 32a through this connection 172, in the samemanner as these loads are transmitted through the mid-spar connection160.

FIG. 11 shows the rear beam to base structure connection 174. There is amounting bracket comprising a U-shaped member 176 comprising upper andlower plates 178 and an inside side plate 180. There are a pair of earsor connecting plates 182 rigidly attached to, and extending inwardlyfrom, the inner plate 180, and these ears 182 receive a nose portion ofthe rear spar 36a. The connection between the plates 182 and the sparnose portion 184 is a pivot connection at 186. Thus, it is apparent thatthis rear connection 174 will react vertical and side loads into therear spar 36a, but not torque loads. Also, thrust loads would not bereacted through this connection 174.

A portion of the thrust connection 30a is illustrated in FIG. 12. Asindicated previously, this thrust link or thrust connection 30a issubstantially the same as the thrust connection 30 of the firstembodiment, which was not disclosed in any detail in the description ofthe first embodiment. This thrust link 30a comprises a main bearingplate 188 fixedly connected to the beam 22a. This plate 188 has acentral pivot connection at 190 to a second plate 192. The plate 192 inturn connects at pivot locations 194 to a pair of thrust links 196 thatconnect to the engine housing 24a.

In addition, there are two failsafe connections 198 located on oppositesides of the center connection 190. Each failsafe connection 198comprises an oversized hole made in the plate 188, with a fastenerinterconnecting the plate 192 with the plate 188 at the two oversizehole locations 198. The forward ends of the thrust links 196 connect tothe engine housing 24a in a conventional manner. It is apparent fromanalyzing the structure of the thrust link shown in FIG. 12 that theselinks 196 resist both forward thrust loads (for normal aircraftoperation) and also rearwardly directed thrust loads (occuring duringthrust reversal).

FIG. 13 illustrates a rear beam to engine housing connection 200. Thisconnection 200 is similar to the rear beam to engine housing connection28 of the first embodiment in that this connection 200 resists vertical,lateral and torque loads, but not thrust loads. However, the specificconstruction is somewhat different.

There is a beam mount fitting 202 rigidly connected to the beam 22a bybolt connections 204. This fitting 202 has a U-shaped configuration andhas upper and lower outwardly facing flanges 206 which engage in face toface relationship a second fitting 208. These fittings 206 and 208 meetat an interface plane 210. In the preassembly of the components of thepresent invention, the beam fitting 202 remains fixed to the beam 20a,while the fitting 208 is attached to the engine housing 24a. Thefittings 206 and 208 are joined together during engine installation by,for example, bolt connections indicated at 212.

There is another plate-like fitting 214 being vertically aligned andhaving a general U-shaped configuration. This fitting 214 connects tothe fitting 208 through a hinged connection, comprising upper and lowerbolt members 216 fitting through the matching hinge components.Alternatively, the plate 208 could in the preassembled position beconnected to the plate 206, and the connection of the engine housing 24amade by inserting the bolts 216 in the hinge connections.

To connect the fitting 214 to the engine housing 24a, there are providedupper and lower bolt members 218, each connected through a pair ofsurrounding shock mounts 220 to the upper and lower ends of the fitting214. Retaining plates 222 can be provided to position the shock mounts220 and maintain the bolts 218 in the proper position. The outer ends ofthe bolts 218 have a spherical bearing connection at 224 to upper andlower ears 226 connected to the engine housing 24a.

It is apparent from examining FIG. 13 that the vertical, lateral andtorque loads transmitted from the engine housing 24a are reacted intothe bolts 218 which in turn act throught the shock mounts 220 to impartthese to the fitting 214 that in turn transmits these forces into thebeam 22a. However, due to the hinged connection of the bolts 216 and thespherical bearing connections at 224, this connection 200 shown in FIG.13 does not carry any thrust loads, but provides for fore and aftmovement for linear engine growth.

In addition, there is a failsafe connection provided at 228, thisconnection comprising one or more ears 230 fixedly connected to theinside portion of the engine housing 24a. This ear or ears 230 have anoversized opening or openings 232 in which a connector is positioned,with this connector also being fastened to the aforementioned fitting208.

FIG. 14 illustrates the forward beam to engine housing connection 234.As a preliminary comment, it should be noted that the section line14--14 is taken looking in a forward direction, while the other sectionshave been taken in a manner to be viewing the structure in a rearwarddirection. This connection 234 is similar in function to the forwardbeam to engine housing connection 26 of the first embodiment, in that itresists vertical and side loads, but not torque loads. However, theconstruction is somewhat different.

There is a generally U-shaped beam mount fitting 236 fixedly connectedby bolt connections 238 to the beam 22a. There is a second fitting 240having an inwardly facing contact face 242 that fits against a face 244of the beam mount fitting 236. The fittings 240 and 236 can be fixedlyjoined one to another in a suitable manner, such as by bolts indicatedat 246. Positioned within the fitting 240 is a donut-like shockabsorbing fitting 248. A pair of ears 250 are fixedly connected to theengine housing 24a, and a connecting pin 252 extends between the ears250 and through the cylindrically shaped shock absorber 248. Thevertical and lateral loads from the engine housing 24a are transmittedinto the shock absorber 248 and thence through the fitting 240 into thebeam 22a.

As a failsafe device, there are provided upper and lower links 254connected to related ears 256 that are fixedly attached to the enginehousing 24a. The inward ends of these links 254 are connected to thefitting 240 through respective failsafe fittings which comprise anoversized opening 258 in which is positioned a suitable connectingdevice. Thus, in the event of the failure of the connecting member 252or ears 250, these links 254 would be able to resist the lateral andvertical loads.

As indicated previously, the beam 22a is fixedly connected to the basestructure 20a. Accordingly, in mounting the engine 14a to the basestructure 22a, the fitting 240 is initially connected to the enginehousing 24a. Then, as the engine 14 is moved into its mounting position,the matching faces 242 and 244 of the fittings 240 and 236,respectively, are placed into contact with one another and thenconnected.

In terms of function, the second embodiment is generally similar to thefirst embodiment of FIGS. 1 through 6, in that the vertical and lateralloads are taken at forward and rear locations, and also in that thetorque loads are transmitted initially from the engine housing 24a intothe rear fitting 200 and then forwardly along the beam 22a. However, asindicated previously, the second embodiment differs from the firstembodiment in that the torque loads (as well as the vertical and lateralloads) are transmitted into both the front spar 32a and mid-spar 34a.

A third embodiment of the present invention is illustrated in FIGS. 15through 21. Components of this third embodiment which are similar tocomponents of the first two embodiments will be given like numericaldesignations, with a "b" suffix distinguishing those of the thirdembodiment. In those instances where corresponding numericaldesignations are given, to eliminate unneeded redundancy a detaileddescription will not be given at this time.

The assembly 10b of the third embodiment differs from the prior twoembodiments in that the torque load is transferred from a forwardlocation in the engine housing 24b to a front beam to spar connection.This third embodiment is similar to the first embodiment of FIGS. 1through 6 in that the beam 22a in the preassembled condition isconnected to the engine housing 24b and not to the strut or basestructure 20b.

The front beam to base structure connection 260 is illustrated in FIG.16 and is substantially the same as the front beam to base structureconnection 40 of the first embodiment. Accordingly, this connection 260will not be described in detail. Rather, some of the numericaldesignations given with respect to FIG. 2 will simply be added to thisconnection 260, with the "b" suffix distinguishing these as being in thesecond embodiment. As in the first embodiment, this forward beam to basestructure connection transmits vertical, side, torque and thrust loadsinto the front spar, which in this third embodiment is designated 32b.

The forward beam to engine housing connection 262 (shown in detail inFIG. 17) is quite similar in structure and function to the rear beam toengine housing connection 28 of the first embodiment (shown in FIG. 6).Accordingly, components of this connection 262 which are similar tocorresponding components in the connection shown in FIG. 6 are givenlike numerical designations, with the "b" suffix providing the properdistinction. Thus, there are upper and lower links 136b having theconnecting locations 138b and 140b. Further, there is the vertical link144b having upper and lower connections at 150b and 154b, respectively.However, the mounting member 134 is attached to the beam 22b by means ofbolts 264. This fitting 262 functions to transmit vertical, lateral andtorque loads from the engine housing 24b into the beam 22b.

A beam to mid-spar connection is illustrated in FIG. 18, this being afailsafe connection which is substantially identical to the beam tomid-spar connection 42 illustrated in the first embodiment (see FIG. 4).Accordingly, there will be only numerical designations given to thisconnection 266, with the "b" suffix distinguishing these components asbeing related to the third embodiment.

With reference to FIG. 19, there is shown a beam to rear spar connection268. There is a U-shaped fitting 270 having two downwardly extendingmounting plates 272 which are spaced from one another in a forward torear direction. A cylindrical shaped shock isolator 274 is mountedbetween the plates 272, and a pin 276 extends through the lower ends ofthe plates 272 and through an axial center opening in the shock isolator274. The shock isolator 274 is in turn mounted within an annular fittingformed integrally with the rear strut 36b. It is apparent from examiningFIG. 19 that this fitting 266 resists lateral and vertical loads, butnot torque loads.

With reference to FIG. 20, there is a rear beam to engine housingconnection 280. This connection 280 is substantially identical to theconnection 26 shown in FIG. 3. Accordingly, no detailed description willbe given with reference to the connection 280 of FIG. 20. Rather,numerical designations will be provided in FIG. 20 with the "b" suffixdistinguishing these as being related to the third embodiment. There aresome structural differences in the manner in which the fitting 88bconnects to the beam 22b, but the basic load bearing functions of thefitting 280 of FIG. 20 are substantially the same as those of theconnection 26 of FIG. 3.

In FIG. 21, there is shown a rear thrust load connection 282 which issubstantially similar to that shown in FIG. 12. Accordingly,corresponding numerical designations will be given with the "b" suffixdistinguishing those of the connection 282 of the second embodiment.

A fourth embodiment of the present invention is illustrated in FIGS. 22through 27. Components of this fourth embodiment which are similar tocomponents of the prior three embodiments will be given like numericaldesignations, with a "c" suffix distinguishing those of the fourthembodiment. With reference to FIG. 23, there is shown a forwardconnection 284 where the beam 22c is connected to the front spar 32c andalso connected to the engine housing 24c.

That portion of the connection 284 which joins the beam 22a to the frontspar 32c is very similar to the connection 40 shown in FIG. 2. Further,that portion of the connection 284 which connects the beam 22c to theengine housing 24c is substantially the same as the connection 26 whichis shown in FIG. 3. Accordingly, there will not be a detaileddescription of this connection 284. Rather, there will be given variousnumerical designations corresponding to the connections shown in FIGS. 2and 3, with the "c" suffix distinguishing these components as being partof the connection 284.

It is readily apparent from examining FIG. 23 that vertical loads,lateral loads, torque loads and thrust loads can be transmitted from thebeam 22a through the shock isolator mounts to the forward spar 32c. Itis also apparent that the connection between the beam 22a and the enginehousing 24c is such that vertical and lateral loads are resisted, butnot torque loads nor thrust loads. Further, there is a failsafeconnection between the engine housing 24c and the beam 22c.

With reference to FIG. 24, there is shown a beam to mid-spar failsafeconnection which in function is substantially the same as the beam tomid-spar connection 42 shown in FIG. 4. Accordingly, there will be nodetailed description, but the main components will be given numericaldesignations corresponding to those of FIG. 4, with the "c" suffixdistinguishing these as being of the fourth embodiment.

FIG. 25 illustrates a beam to rear spar connection 288 which is arrangedto transmit vertical and lateral loads to the rear spar 36c, but nottorque loads. There is a fitting 290 which is rigidly connected to thebeam 22c, and this fitting 290 has upper and lower shock isolator conebolt connections which are substantially the same as those shown in FIG.2. These cone bolt connections are made to a second fitting 292 havingupper and lower arms 294 that connect to respective upper and lower conebolt fittings, and a middle pivot connection 296 to the rear spar 36c.It can readily be seen by viewing FIG. 25 that the beam 22c transmitsthrough this connection 288 only vertical and lateral loads, but notorque loads.

With reference to FIG. 26, there is shown a rear beam to engine housingconnection 298. In terms of structure and function, this connection 298is substantially the same as the fitting 28 illustrated in FIG. 6. Thisfitting 298 functions to transmit vertical, lateral and torque loadsfrom the engine housing 24c to the beam 22c, but not thrust loads. Therewill be no detailed description of the connection 298, but numericaldesignations corresponding to those of FIG. 6 will be presented in FIG.26, with the "c" suffix distinguishing those components of the fourthembodiment.

Finally, FIG. 27 illustrates a thrust connection 300 which is, in termsof overall function the same as the other thrust connections, such asthe connection 30a shown in FIG. 12. Accordingly, there will be nodetailed description of the connection 300 of FIG. 27, but correspondingnumerical designations will be given with the "c" suffix distinguishingthose of the fourth embodiment.

It is readily apparent that in this fourth embodiment of FIGS. 22-27,vertical and lateral loads are transmitted from the engine housing 24cto the beam 22c at both forward and rear locations, and in like mannerthe vertical and lateral loads are transmitted from the beam 22c to theforward and rear spars 32c and 36c. With regard to torque loads, theseare transmitted from the engine housing 24c at a rear location throughthe connection 298. These torque loads are in turn transmitted forwardlythrough the beam 22c and through the forward connection 284 into thefront spar 32c.

It is to be understood that various modifications could be made to thepresent invention without departing from the basic teachings thereof.

What is claimed is:
 1. In an engine mounting assembly having alongitudinal axis, a horizontal transverse axis, a vertical axis, aforward end and a rear end, said assembly comprising:a. an enginehousing having a longitudinally extending engine axis and adapted tocarry transverse loads and thrust loads, said housing also being adaptedto carry engine developed torque loads and to transmit such torque loadsat a predetermined torque transmitting housing location along saidengine axis, b. an engine mounting means operatively connected to saidengine housing to carry said transverse loads, thrust loads, and torqueloads, said engine mounting means comprising:i. a base support structureadapted to carry said transverse loads and thrust loads and having apredetermined torque load receiving location at which said base supportstructure is particularly configured and arranged to carry said torqueloads, ii. a longitudinally extending torque beam having a lengthwiseaxis and being mounted to said base support structure, said beam having,iii. connecting means comprising a plurality of connecting assembliesconnecting the torque beam to the engine housing and connecting thetorque beam to the base support structure,an improvement where at leastone of said connecting assemblies comprises: a. a first connectingstructure defining first and second spaced shock isolating recesses, b.first and second shock isolation means positioned in said first andsecond recesses, respectively, c. a second connecting structure, d.first and second bolt means, each having a first portion extendingthrough said first and second recesses, respectively, and having anoperative shock isolating connection with said first connectingstructure through said first and second shock isolation means,respectively, e. said first and second bolt means each having a secondportion connecting to said connecting structure, and f. a shockisolation insert positioned in at least one of said first and secondshock isolating recesses, said shock isolation insert comprising aperipheral wall structure having a middle plate defining first andsecond laterally spaced inert recesses receiving said first and secondshock isolation portions of the respective shock isolation means, withsaid bolt means extending through said first and second portions and athrough opening in said middle plate,whereby shock loads imparted on oneof said connecting structures are transmitted through said first andsecond shock isolation means and said shock isolation insert to theother of said connecting structures thereby isolating transmission ofshock loads.
 2. The improvement as recited in claim 1, wherein at leastone of said first and second shock isolation means comprises first andsecond shock isolation portions, each positioned in its related saidshock isolating recess with said first and second shock isolationportions reacting laterally directed loads, and further comprising athird shock isolation portion positioned to react vertical loads.
 3. Theimprovement as recited in claim 1, wherein said shock isolation insertis positioned in a manner that shock loads imparted on said firstconnecting structure are imparted through said first and second portionsof the related shock isolation means and through said shock isolationinsert to the second connecting structure.
 4. The improvement as recitedin claim 1, wherein said third shock isolation portion is positionedadjacent said isolation insert to isolate vertical shock loads.
 5. Theimprovement as recited in claim 1, wherein each of said bolt means is acone bolt, and the second portion of each of the bolt means is afrusto-conically shaped connecting portion adapted to fit in a matchingfrusto-conically shaped recess in said second connecting structure. 6.The improvement as recited in claim 5, wherein said shock isolationinsert is positioned in each of said first and second recesses in amanner that shock loads imparted on said first connecting structure areimparted through said first and second portions of the related shockisolation means and through said shock isolation insert to the secondconnecting structure.
 7. In an engine mounting assembly having alongitudinal axis, a horizontal transverse axis, a vertical axis, aforward end and a rear end, said assembly comprising:a. an enginehousing having a longitudinally extending engine axis and adapted tocarry transverse loads and thrust loads, said housing also being adaptedto carry engine developed torque loads and to transmit such torque loadsat a predetermined torque transmitting housing location along saidengine axis, b. an engine mounting means operatively connected to saidengine housing to carry said transverse loads, thrust loads, and torqueloads, said engine mounting means comprising:i. a base support structureadapted to carry said transverse loads and thrust loads and having apredetermined torque load receiving location at which said base supportstructure is particularly configured and arranged to carry said torqueloads, ii. a longitudinally extending torque beam having a lengthwiseaxis and being mounted to said base support structure, said beam having,iii. connecting means comprising a plurality of connecting assembliesconnecting the torque beam to the engine housing and connecting thetorque beam to the base support structure,an improvement where at leastone of said connecting assemblies comprises: a. a first connectingstructure defining first and second spaced shock isolating recesses, b.first and second shock isolation means positioned in said first andsecond recesses, respectively, c. a second connecting structure, d.first and second bolt means, each having a first portion extendingthrough said first and second recesses, respectively, and having anoperative shock isolating connection with said first connectingstructure through said first and second shock isolation means,respectively, e. said first and second bolt means each having a secondportion connecting to said connecting structure,whereby shock loadsimparted on one of said connecting structures are transmitted throughsaid first and second shock isolation means to the other of saidconnecting structures thereby isolating transmission of shock loads,wherein said first connecting structure comprises a third intermediateconnecting structure pivotally connected to said first connectingstructure about a first axis at a first pivot location and connectingthrough shock isolation means at a second pivot location to said secondstructure means, with end portions of said bolt members pivotallyconnecting to said second connecting structure.
 8. The improvement asrecited in claim 7, wherein said third connecting structure has saidupper and lower bolt means mounted in shock isolation means to saidsecond structure means, with end portions of said bolt member pivotallyconnecting to said second connecting structure means.
 9. A shockabsorbing connecting assembly adapted to make a loading bearing andshock absorbing connection between an engine and a base supportstructure, said assembly comprising:a. a first connecting structuredefining first and second spaced shock isolating recesses, b. first andsecond shock isolation means positioned in said first and secondrecesses, respectively, c. a second connecting structure, d. first andsecond bolt means, each having a first portion extending through saidfirst and second recesses, respectively, and having an operative shockisolating connection with said first connecting structure through saidfirst and second shock isolation means, respectively, e. said first andsecond bolt means each having a second portion connecting to saidconnecting structure, and f. a shock isolation insert positioned in atleast one of said first and second shock isolating recesses, said shockisolation insert comprising a peripheral wall structure having a middleplate defining first and second laterally spaced insert recessesreceiving said first and second shock isolation portions of therespective shock isolation means, with said bolt means extending throughsaid first and second portions and a through opening in said middleplate.whereby shock loads imparted on one of said connecting structuresare transmitted through said first and second shock isolation means andsaid shock isolation insert to the other of said connecting structuresthereby isolating transmission of shock loads.
 10. The assembly asrecited in claim 9, wherein at least one of said first and second shockisolation means comprises first and second shock isolation portions,each positioned in its related said shock isolating recess with saidfirst and second shock isolation portions reacting laterally directedloads, and further comprising a third shock isolation portion positionedto react vertical loads.
 11. The assembly as recited in claim 9, whereinsaid shock isolation insert is positioned in a manner that shock loadsimparted on said first connecting structure are imparted through saidfirst and second portions of the related shock isolation means andthrough said shock isolation insert to the second connecting structure.12. The assembly as recited in claim 9, wherein said third shockisolation portion is positioned adjacent said isolation insert toisolate vertical shock loads.
 13. The assembly as recited in claim 9,wherein each of said bolt means is a cone bolt, and the second portionof each of the bolt means is a frusto-conically shaped connectingportion adapted to fit in a matching frusto-conically shaped recess insaid second connecting structure.
 14. The assembly as recited in claim13, wherein said shock isolation insert is positioned in each of saidfirst and second recesses in a manner that shock loads imparted on saidfirst connecting structure are imparted through said first and secondportions of the related shock isolation means and through said shockisolation insert to the second connecting structure.
 15. A shockabsorbing connecting assembly adapted to make a loading bearing andshock absorbing connection between an engine and a base supportstructure, said assembly comprising:a. a first connecting structuredefining first and second spaced shock isolating recesses, b. first andsecond shock isolation means positioned in said first and secondrecesses, respectively, c. a second connecting structure, d. first andsecond bolt means, each having a first portion extending through saidfirst and second recesses, respectively, and having an operative shockisolating connecting with said first connecting structure through saidfirst and second shock isolation means, respectively, e. said first andsecond bolt means each having a second portion connecting to saidconnecting structure,whereby shock loads imparted on one of saidconnecting structures are transmitted through said first and secondshock isolation means to the other of said connecting structures therebyisolating transmission of shock loads, wherein said first connectingstructure comprises a third intermediate connecting structure pivotallyconnected to said first connecting structure about a first axis at afirst pivot location and connecting through shock isolation means at asecond pivot location to said second structure means, with end portionsof said bolt members pivotally connecting to said second connectingstructure.
 16. The assembly as recited in claim 15, wherein said thirdconnecting structure has said upper and lower bolt means mounted inshock isolation means to said second structure means, with end portionsof said bolt member pivotally connecting to said second connectingstructure means.